MIDDLE EAST TECHNICAL UNIVERSITY

DEPARTMENT OF AEROSPACE ENGINEERING

AE451 - AERONAUTICAL ENGINEERING DESIGN

STUDY ASSIGNMENT #4

Semih Soganc - ID: 1679968

Omer Tanay Topac - ID: 1680008
Ilhan Ozan Tuncoz - ID: 1680032
Ozan Yardmc - ID: 1680040

Contents
1 Thrust-to-Weight Ratio 2
1.1 Historical Trend ............................................................................................................................ 2
1.2 Competitor Data .................................................................................................................2

2 Wing Loading 2
2.1 Takeoff Distance .................................................................................................................2
2.2 Landing Distance ................................................................................................................3
2.3 Cruise ........................................................................................................................................4
2.4 Instantaneous Turn................................................................................................................. 5
2.5 Sustained Turn .............................................................................................................................. 6
2.6 Wing Loading Selection .....................................................................................................8

3 Compatibility Check of Thrust-to-Weight Ratio 8

3.1 Thrust-to-Weight Ratio for Takeoff Distance ....................................................................8
3.2 Thrust-to-Weight Ratio for Sustained Turn ....................................................................... 8

4 Wing Area Calculation 9

5 TEST 9

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Soganc, Topac, Tuncoz, Yardmc AE451 - Study 4

1 Thrust-to-Weight Ratio
1.1 Historical Trend
From Raymers Book, Table 5.3 [1], historical trend for thrust-to-weight ratio vs. maximum
Mach number can be used.
T
= a M2
max
W0
where a = 0.648 and c = 0.594 for jet dogfighter. In our case, Mmax = 1.8;
T
= (0.648) (1.8)(0.594) = 0.919
W0

1.2 Competitor Data

From Study 1 [2], following data can be obtained:

Requirements YF-23 F-22 Raptor F-32 Lightning II J-20 PAK FA

Thrust-to-Weight 1.36 1.26 0.90 N/A 1.19
Ratio

Table 1: Thrust-to-Weight Ratio of Competitors

By using Table 1, average thrust-to-weight ratio is found as:

T = 1.18
W0

In our current design, aircraft has 2xEurojet EJ200 engines with 20, 000 lb thrust with af-
terburner each [3]. From Study 2 [4], W0 = 31, 444.87 lb.

T 2 20, 000 lb = 1.27

W0 = 31, 444 lb

This value compares well with both historical and competitor data.

2 Wing Loading
2.1 Takeoff Distance
Requirement for takeoff distance is Sg = 1500 ft. From Raymers Book, Figure 5.4 [1] gives
information about takeoff parameter for takeoff distance. By using the jet, ground roll curve
takeoff parameter is found as:
TOP = 96.7

Formulation for takeoff parameter is as follows:

W/S
T OP =
o CLT O T /W

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Soganc, Topac, Tuncoz, Yardmc AE451 - Study 4

T
where = 1 and = 1.27 at sea level. Takeoff lift coefficient is defined as follows:
W0

CLmax
C LT O =
1.21

By using leading edge strakes lift coefficient increases by amount of 0.3. Therefore, takeoff
lift coefficient is:
1.5 + 0.3
C LT O = = 1.488
1.21

Figure 1: Leading Edge Strake

Now, using takeoff parameter equation, wing loading for takeoff segment can be calculated:

W/S
96.7 =
(1) (1.488) (1.27)

W0 lb
= 182.74 2
S takeof f ft

2.2 Landing Distance

Landing distance formulation is given by as follows [1]:

W 1
Slanding = 80
S Lmax

Landing requirement is given as Slanding = 1500 ft. By using leading edge strake in landing
segment, lift coefficient increases by 0.3. So wing loading for landing segment can be calculated:

W 1
1500 = 80
S (1) (1.5 + 0.3)

W0 lb
= 33.74 2
S landing ft
This value is unrealistically low!

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Soganc, Topac, Tuncoz, Yardmc AE451 - Study 4

2.3 Cruise
For cruise segment, wing loading is given as [1]:

W 1 2
CD0
= V 3K
S 2
At 36, 000 ft, air has following properties [5]:

= 0.7103 10 3 slug
ft3

V = 0.85 M = 823.4 ft
s

= 0.2973 10 6

1
K=
AR e
where e is formulated as follows [1]:

e = 4.61 (1 0.045 (AR)0.68)(cos LE )0.15 3.1

e = 4.61 (1 0.045 (2.47)0.68)(cos 50)0.15 3.1

e = 0.855

So,
1
K= = 0.151
(2.47) 0.855
It is very important to calculate CD0 accurately. CD0 is given as follows [6]:
Swet
CD0 =
Cfe
S
Wetted aspect ratio is determined by us as 4 by using Figure 3.6 in Raymers Book [1]. From
Anderson Figure 2.55 [6], we can read Cfe by Reynolds number. From Study 3 [7], use chord
length to calculate the Reynolds number:

(0.7103 103)(823.4)(17.85)
Re = V c =
0.2973 106

Re = 35 106

So, by using this Re, Cfe is found as from Figure 2.55:

Cfe = 0.0035

Se
Now, calculate CD0 by using S :

CD0 = (4)(0.0035) = 0.014

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Soganc, Topac, Tuncoz, Yardmc AE451 - Study 4

Finally, we can find wing loading:

2
1 slug ft
3 823.4
0.7103 10
q = ft3 s
2
lb
q = 240.8 2
I ft
W 0.014
= (240.8)
S (3)(0.151)

W lb
= 42.37
S cruise
ft2
Correct the wing loading to takeoff gross weight:
W0 W1 W 0
= (42.37) = (42.37)(0.985)1(0.97)1
S W2 W1
W0 lb
= 44.35
S ft2

2.4 Instantaneous Turn

For instantaneous turn, wing loading is given by [1]:

W 1 CLmax 2
= V n
S 2
Requirements are given as = 20 deg
s
at 350 knots at 20, 000 ft. Density at 20, 000 ft is [5]:

slug
= 0.1267 10 2
ft3
ft
Convert knots to s
:
ft
V = 350 knots = 590.7
s
Assume that only leading edge flaps are deployed, so assume CLmax = 1.4.
deg rad
= 20 = 0.349
s s
Load factor is defined as [1]:
I(
I \
2
n= V +1
I
g
n = 6.48

Now calculate wing loading:

1
W = (0.1267 102) (590.7)2 1.4
S combat 2 6.48

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Soganc, Topac, Tuncoz, Yardmc AE451 - Study 4

W lb
= 47.8
S combat ft 2
From Study 2 [4]:
Wf
= 0.2367
W0
Wf = (31, 444.87 lb) (0.2367) = 7443 lb

Combat weight is defined as follows [5]:

Wcombat = W0 0.5 Wf = 31, 444.87 lb 0.5 7443 lb

Wcombat = 27, 723.37 lb

Correct the wing loading to takeoff gross weight:

W =W W0 31, 444.87 lb
= (47.8)
S S combat
Wcombat 27, 723.37 lb

W0 lb
= 54.217 2
S inst.turn ft
Here, although this maneuver will not be done at W0 which is not air-to-surface 1 configura-
tion, instead it will be done at W0 of air-to-air configuration. Therefore, we used an assumption
that maneuver is being done by W0 of air-to-surface 1 configuration.

2.5 Sustained Turn

In requirements, sustained turn must be performed with n = 5 at M = 0.9 at 30, 000 ft. Wing
loading for sustained turn is given by [1]:
j
W T/W + (T/W )2 4n2CD0 K
=
S 2n2K/q

T T30000 ft W0
= T
W combat W TSL Wcombat
sealevel

Since we do not know the thrust variation with altitude, we make an approximation and use
performance curves in Appendix E from Raymers book [1]. Here, we approximate that even
though thrust of engine will differ, ratio will be approximately same. Therefore, this is not a
bad approximation.

T = (1.27) 15, 000 31, 444.87 lb

W combat 30, 000 27, 723.37 lb

T = 0.720
W combat
1
K=
AR e

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Soganc, Topac, Tuncoz, Yardmc AE451 - Study 4

For maneuvering flight, e = 0.7 ecruise [5].

e = (0.7)(0.855) = 0.599

1
K= = 0.215
2.47 0.599
3 slug ft
At 30, 000 ft, = 0.8907 10 and a = 994.8 [5].
ft3 s

V
0.9 Mach =
a
ft ft
V = (0.9) 994.8 = 895.3
s s
1 2 1 3 2

q = V = (0.8907 10 ) (895.3)
2 2
lb
q = 357 2
ft
Substituting all these values into wing loading formula for sustained turn:
j
W 0.720 + (0.720)2 4 52 (0.014) (0.214)
=
S 2 52 (0.215)/357

W0 lb
= 38.82 2
S sust.turn ft
Correct the wing loading to takeoff gross weight:

W0 W W0 31, 444.87 lb
= = 38.82
S S Wcombat 27, 723.37 lb

W0 lb
= 44.031
S sust.turn ft2
However, this value is very low. Try n = 4;
j
W 0.720 + (0.720)2 4 42 (0.014) (0.214)
=
S 2 42 (0.215)/357

W lb
= 66.52
S ft2
Correct the wing loading to takeoff gross weight:

W0 W W0 31, 444.87 lb
= = 66.52
S S Wcombat 27, 723.37 lb

W0 = 75.45 lb
S sust.turn ft2
We will use this wing loading for sustained turn.

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Soganc, Topac, Tuncoz, Yardmc AE451 - Study 4

2.6 Wing Loading Selection

Following table presents all wing loadings:
lb
Flight Segment Wing Loading
ft2
Takeoff 182.74
Landing 33.74
Cruise 44.35
Instantaneous Turn 54.217
Sustained Turn 75.45

Table 2: Wing Loading of Flight Segments

We will choose the smallest value of wing loading since bigger wing is better. However, we
will not choose landing segment, which is smallest because it is unrealistic value. Therefore,
wing loading of the aircraft will be cruise segment which is:
W0 lb
= 44.35
S ft2

3 Compatibility Check of Thrust-to-Weight Ratio

3.1 Thrust-to-Weight Ratio for Takeoff Distance
Takeoff parameter is given as:

W/S
T OP =
o CLT O (T /W )

Takeoff parameter is 96.7, so:

44.35
96.7 =
1 1.488 T /W
T
= 0.308
W0
This is much lower than the previously chosen thrust-to-weight ratio, so we are safe. There-
fore, keep the original value.

3.2 Thrust-to-Weight Ratio for Sustained Turn

Wing loading for sustained turn is given by:
j
W T/W + (T/W )2 4n2CD0 K
=
S 2n2K/q

Convert selected wing loading to combat weight:

W W0 Wcombat lb 27, 723.37 lb

= = 44.35
S combat S W0 ft2 31, 444.87 lb

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Soganc, Topac, Tuncoz, Yardmc AE451 - Study 4

W lb
= 39.10
S combat ft2
By equating thrust to drag, we have the following equation for thrust-to-weight ratio:

T 2
q C D 0 W K n
W = +
combat W/S S q

T (357)(0.014) (39.10) (0.215) (4)2

= + = 0.512
W combat 39.10 357
Convert this thrust-to-weight ratio to takeoff gross weight:

Wcombat TSL
=T T
W W W0 T30,000 ft
combat

T 27, 723.37 lb 30, 000

= 0.903
= (0.518) 31, 444.87 lb 15, 000
W
This value is also less than the original value chosen, so we are safe. Therefore, keep the
original value.

4 Wing Area Calculation

Wing area is given by [5]:
W0
S= = 31, 444.87 lb = 709.02 ft2 = 65.87 m2
W/S 44.35 ftlb2

Wing loading is determined as:

W lb kg
= 44.35 = 216.54
S ft2
m2
From Study 1 [2], check competitors wing area and wing loading:

Requirement YF-23 F22 - Raptor F35 - Lightning II J-20 PAK-FA

Wing Area 88 m2 78.04 m2 42.7 m2 59 m2 78.8 m2
kg
Wing Loading 256 m2 375 kg 526 kg N/A 470 kg
m2 m2 m2

Table 3: Wing Area and Wing Loading of Competitors

As it can be seen from 3, our wing area fits in the range of competitors wing area. However,
wing loading does not fit in the range of competitors wing loading. This might be due to most
of the competitors are on design level, not fully operational. Therefore, we will keep our wing
loading for the time being.

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Soganc, Topac, Tuncoz, Yardmc AE451 - Study 4

References
[1] D. P. Raymer, Aircraft Design: A Conceptual Approach. AIAA Education Series, 4th ed.,
2006.

[2] S. Soganc, O. T. Topac, I. O. Tuncoz, and O. Yardmc, AE451 - Aeronautical Engineering

Design Study 1, 2012.

[3] Eurojet EJ-200. http://en.wikipedia.org/wiki/Eurojet_EJ200. Accessed

November 9, 2012.

[4] S. Soganc, O. T. Topac, I. O. Tuncoz, and O. Yardmc, AE451 - Aeronautical Engineering

Design Study 2, 2012.

[5] S. Ozgen, AE451 - Aeronautical Engineering Design Lecture Notes, 2012.

[6] J. D. Anderson, Aircraft Performance and Design. McGrawHill, 1999.

[7] S. Soganc, O. T. Topac, I. O. Tuncoz, and O. Yardmc, AE451 - Aeronautical Engineering

Design Study 3, 2012.

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